U.S. patent application number 15/949969 was filed with the patent office on 2018-08-23 for engine control system and method based on fuel quality.
The applicant listed for this patent is CUMMINS INTELLECTUAL PROPERTY, INC.. Invention is credited to Jennifer K. Light-Holets.
Application Number | 20180238246 15/949969 |
Document ID | / |
Family ID | 45871467 |
Filed Date | 2018-08-23 |
United States Patent
Application |
20180238246 |
Kind Code |
A1 |
Light-Holets; Jennifer K. |
August 23, 2018 |
ENGINE CONTROL SYSTEM AND METHOD BASED ON FUEL QUALITY
Abstract
An engine control system and method includes sensing the quality
of fuel in the engine relative to emissions, by for example sensing
the level of an emission related constituent, such as sulfur. A
fuel quality sensor detects a fuel quality of a fuel, such as the
sulfur level the fuel, and provides a signal in response to the
fuel quality. The engine control system also includes a navigation
device to determine whether an engine is located in a regulated or
non-regulated region. The engine control system receives the signal
and controls engine operation by, for example, enabling or
disabling one or more engine algorithms to improve performance of
the engine based on the fuel quality signal or, in other
embodiments, the combination of the fuel quality and the location
of the engine.
Inventors: |
Light-Holets; Jennifer K.;
(Greenwood, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CUMMINS INTELLECTUAL PROPERTY, INC. |
Minneapolis |
MN |
US |
|
|
Family ID: |
45871467 |
Appl. No.: |
15/949969 |
Filed: |
April 10, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15005385 |
Jan 25, 2016 |
9938915 |
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15949969 |
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14164740 |
Jan 27, 2014 |
9243581 |
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15005385 |
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13243536 |
Sep 23, 2011 |
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14164740 |
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61386334 |
Sep 24, 2010 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02D 13/0215 20130101;
F02D 41/005 20130101; F02P 5/15 20130101; F02D 43/04 20130101; F02D
41/0025 20130101; F02D 2200/701 20130101; F01N 11/00 20130101; G01S
19/13 20130101; F01N 11/007 20130101; F02D 41/1444 20130101; F02D
2200/0611 20130101 |
International
Class: |
F02D 41/00 20060101
F02D041/00; F02D 43/04 20060101 F02D043/04; F01N 11/00 20060101
F01N011/00; F02D 13/02 20060101 F02D013/02; F02P 5/15 20060101
F02P005/15; G01S 19/13 20060101 G01S019/13 |
Claims
1-20. (canceled)
21. An engine control system, comprising: a fuel constituent sensor
to determine a level of an emissions related constituent of fuel
and to provide a fuel constituent level signal based on the level
of the emissions related constituent; and an electronic control
device to control operation of the engine based on said fuel
constituent level signal, wherein the electronic control device is
configured to generate a control signal to modify operation of the
engine based on said fuel constituent level responsive to the
engine being in a geographic region without or with less
restrictive emissions regulations than in a preceding geographic
region in which the engine operated.
22. The engine control system of claim 21, wherein said emissions
related constituent is sulfur and said fuel constituent sensor
determines a level of the sulfur in the fuel present in the engine
or in exhaust from combustion of the fuel.
23. The engine control system of claim 21, wherein said control
signal is configured to deactivate an engine exhaust gas
recirculation system responsive to the engine being in the
geographic region without or with less restrictive emissions
regulations and the level of the emissions related constituent
exceeding a predetermined value.
24. The engine control system of claim 21, wherein said control
signal is configured to modify operation of an engine exhaust
aftertreatment system responsive to the engine being in the
geographic region without or with less restrictive emissions
regulations and the level of the emissions related constituent
exceeding a predetermined value.
25. The engine control system of claim 24, wherein said
aftertreatment system is a selective catalytic reduction system
with diesel exhaust fluid dosing, and said control signal is
configured to prevent dosing of diesel exhaust fluid.
26. The engine control system of claim 21, further comprising a
geographic location device configured to determine a current
geographic location of the engine and generate a location signal;
and wherein the electronic control device is in communication with
said fuel constituent sensor and said geographic location device to
receive the fuel constituent level signal and the geographic
location signal.
27. The engine control system of claim 21, wherein the fuel
constituent sensor senses a level of sulfur in the fuel present in
the engine, said fuel constituent level signal being indicative of
the level of sulfur in the fuel.
28. A method for controlling an engine, the method comprising:
determining a level of an emissions related constituent of fuel;
providing a fuel constituent level signal based on the level of the
emissions related constituent; and modifying operation of the
engine based on said fuel constituent level signal by generating a
control signal based on said fuel constituent level responsive to
the engine being in a geographic region without or with less
restrictive emissions regulations than in a preceding geographic
region in which the engine operated.
29. The method of claim 28, wherein said emissions related
constituent is sulfur and said determining includes detecting a
level of sulfur in the fuel present in the engine.
30. The method of claim 28, wherein said modifying comprises
deactivating an engine exhaust gas recirculation system.
31. The method of claim 28, wherein said modifying comprises
changing operation of an engine exhaust aftertreatment system.
32. The method of claim 31, wherein said aftertreatment system
includes a selective catalytic reduction system with diesel exhaust
fluid dosing, and wherein said changing comprises disabling said
selective catalytic reduction system to prevent dosing of diesel
exhaust fluid.
Description
TECHNICAL FIELD
[0001] The present disclosure is directed to an engine, a method,
and a system for controlling an engine. More particularly, the
present disclosure is directed to controlling an engine based on
the quality of the fuel being used by the engine.
BACKGROUND
[0002] Them exists a challenge for engines to operate in compliance
with, more restrictive emissions standards, such as Tier 4
emissions standards. Emissions standards for engines vary widely
around the globe at any given time and also such standards vary
over time. For example, an engine, such as in a marine vessel may
encounter two or more different emissions standards as the vehicle
travels to and from different countries or if the vessel travels or
the machinery is sold into a new geographic location having a
different emissions standard. In some countries, operators may be
penalized for not using the correct diesel fuel based on the
enforced diesel fuel emissions standard. In some countries having
less restrictive or no emissions standards, operators ate permitted
to use fuels with a relatively higher impurity level without
penalty since some fuel grades, such as ultra low sulfur diesel
(ULSD), may not even be available.
SUMMARY OF THE INVENTION
[0003] The inventions include an engine control system, comprising
a fuel constituent sensor to detect a level of an emissions related
constituent of fuel present in an engine and to provide a fuel
constituent level signal based on the detected level of the
constituent in the fuel present in the engine; and an electronic
control device to control operation of the engine based on the fuel
constituent level signal. The emissions related constituent may be
sulfur and the fuel constituent sensor may detect a level of sulfur
in the fuel present in the engine. The electronic control device
may be adapted to receive the fuel constituent level signal and to
deactivate an engine exhaust gas recirculation system when the fuel
constituent level signal is above a predetermined level and/or
modify operation of an engine exhaust aftertreatment system when
the fuel constituent level signal is above a predetermined level.
The aftertreatment system may be a selective catalytic reduction
system with diesel exhaust fluid dosing, and the electronic control
device may be adapted to disable the selective catalytic reduction
system to prevent dosing of diesel exhaust fluid when fuel
constituent level signal is above a predetermined level.
[0004] The inventions also includes a method for controlling an
engine, comprising detecting a level of an emissions related
constituent of fuel present in an engine while the fuel is in the
engine, and controlling operation of the engine based on the fuel
constituent level. The emissions related constituent may be sulfur
and the detecting may include detecting a level of sulfur in the
fuel present in the engine.
[0005] The inventions may also include an engine control system
connected to an engine, comprising a fuel quality sensor positioned
in the engine to detect a quality of a fuel present in the engine
and provide a signal indicative of the fuel quality, a geographic
location device to determine a geographic location of the engine
and generate a location signal, and an electronic control device in
communication with the fuel quality sensor and the geographic
location device to receive the fuel quality signal and the
geographic location signal, wherein the electronic control device
adapted to control operation of the engine based on the fuel
quality signal and the geographic location signal. At least one of
the geographic location device and the electronic control device
may be adapted to determine whether the engine is located in an
emissions regulated geographic region based on the geographic
location signal. The electronic control device may be adapted to
modify operation of the engine upon determining the engine is
located in an unregulated region.
[0006] The inventions also include a method for controlling an
engine, comprising detecting a quality of a fuel present in the
engine, providing a signal indicative of the fuel quality,
determining whether the engine is located in an emissions regulated
region, and controlling operation of the engine based on the feel
quality signal and whether the engine is located in an emissions
regulated geographic region.
BRIEF DESCRIPTION OF THE FIGURES
[0007] The foregoing and other objects, features and advantages of
the invention will be apparent from the following more particular
description of exemplary embodiments of the invention, as
illustrated in the accompanying drawings in which like reference
characters refer to the same parts throughout different views. The
drawings are not meant to limit the invention to particular
mechanisms for carrying out the invention in practice, but rather,
the drawings are illustrative of certain ways of performing the
invention. Others will be readily apparent to those skilled in the
art.
[0008] FIG. 1 shows a world map of different diesel fuel emissions
standards based on a location of an engine device according to the
present disclosure;
[0009] FIG. 2 shows a system view of an engine control system
according to the present disclosure that uses a fuel quality sensor
and a geographic location system to modify an operation of an
engine;
[0010] FIG. 3 shows a schematic of the various components of the
engine control system as part of an engine of an engine device;
[0011] FIG. 4 shows a method of controlling operation of an engine
based on fuel quality and whether the engine is located in an
emissions regulated or emissions unregulated region;
[0012] FIG. 5 shows a method of controlling the operation of an
engine based on fuel sulfur level of the fuel present in the engine
relative to a predetermined sulfur limits such as a regulated limit
of the region in which the engine is located or a predetermined
sulfur limit; and
[0013] FIG. 6 shows a method of controlling operation of an engine
based on an emissions related quality of the fuel present in the
engine.
DETAILED DESCRIPTION
[0014] There exist multiple geographical jurisdictions having
different and varying emissions standards. Turning now to FIG. 1,
there is shown a geographical map illustrating different areas or
regions potentially having different diesel fuel emissions
standards. The map of FIG. 1 is illustrative and forms no
limitations to the present disclosure, and the present disclosure
is not limited to any particular number of emissions standards. It
should be noted that a particular country may even have more than
two different standards. For example, in the European Union shown
as reference numeral 10, the Euro 4 standard has applied since
2005. which specifies a maximum of 50 parts per million "ppm" of
sulfur in diesel fuel for most highway vehicles. In 2005, ultra-low
sulfur diesel with a maximum of 10 ppm of sulfur also became
available. In 2009, the European Union 10 defined the Euro 5 fuel
standard, as diesel fuel with no more than 10 ppm of sulfur. Diesel
fuel for most non-highway applications is also expected to conform
to the Euro 5 standard.
[0015] However, in other locations, for example, Russia as
indicated by reference numeral 15, as of 2002, much of the country
and surrounding cites still apply limits on sulfur in diesel fuel
substantially higher than in European Union 10. Maximum levels of
2,000 and 5,000 ppm of sulfur are applied for different uses, while
lower maximum levels of 350 ppm and 500 ppm are enforced in certain
areas, particularly Moscow and St. Petersburg. Additionally, since
2002, China, as indicated by reference numeral 20, has limited
sulfur in diesel fuel to 2,000 ppm, with limits of 500 ppm applied
for certain cities. Brazil 25 requires diesel fuel having a 2,000
ppm rating in rural areas and a 500 ppm rating in metropolitan
areas.
[0016] Therefore, different geographic areas (even in the same
country) often require different emissions standards. But engine
devices of different types, including construction equipment, e.g.
bulldozers, trucks, and marine vessels, may travel from one
jurisdiction to another and back again, or may be sold or leased to
one area or another. The engine device may experience multiple
different emissions standards for diesel fuel during the life of
the engine device. The engine device's life may be over twenty
years and must conform, to the emissions standards, at its various
locations at the time of time of its manufacture over this interval
or risk being penalized for non-compliance.
[0017] In some areas, ultra low sulfur diesel fuel is required
while in other areas ultra low sulfur diesel fuel is not required
by the local emissions standards and therefore, is likely not
readily available. Additionally, running these engines on fuel,
with different sulfur levels than the engine is designed for, may
activate diagnostic devices that indicate that the system is not
working correctly. For example, a light on the dashboard may
indicate high NOx emissions or the system, may reduce power to the
engine. Diagnostic devices will detect elevated levels of emissions
and the engines would then compensate and have poor or substandard
performance, which may not meet a customer's expectations for
operation of the engine. It may be difficult and burdensome for the
operator to locate stations where ultra low sulfur diesel fuel is
sold. It also may be frustrating for the operator to operate the
engine with poor performance or even face fines for not complying
with the correct emissions standard. Applicant's recognized that a
fuel quality sensor may be used to detect the quality, that is,
the-emissions producing quality, of the fuel actually being used in
the engine at any given time and control engine operation based on
this quality. In accordance with embodiments consistent with the
claimed invention, engine operation may be modified, based on a
real time-fuel quality signal indicating the quality of the fuel
present in, and being used by, the engine to improve engine
performance with fuel that has a lower quality, i.e. a higher
emissions related constituent, such as sulfur, level, to protect
certain engine components and systems from damage by the lower
quality fuel, and to control engine operation to entice the
operator to use a higher quality fuel. Thus these embodiments sense
a fuel quality of the fuel being used in the engine and control or
alter engine operation, such as by enabling or disabling control
algorithms, based on the determined fuel quality to, for example,
protect the engine from damage, without consideration of the
engine's geographical location.
[0018] Although the above described concept alone is beneficial,
engine device operators may be able to tamper with the engine
device to, for example, deactivate or adjust the sensor to permit
operation of the engine on lower quality fuel. The operator may
then simply fuel the engine device with fuel that has a lower than
acceptable quality, that is, a higher than acceptable level of an
impurity or constituent, such as sulfur, and thus violate the
current fuel emissions standard of the geographic location where
the engine is operating.
[0019] Embodiments described, herein sense a fuel quality of the
fuel being used in the engine and also determine whether the engine
is in a regulated or unregulated area and control engine operation,
e.g. enable or disable engine algorithms to protect engine systems
or control emissions, based on the fuel quality and the location of
the engine. In another exemplary embodiment, the regulation limit,
e.g. sulfur limit, for the area where the engine is located, is
determined and compared to the actual constituent level and
appropriate action taken or not taken as detailed below. This
system and method is especially advantageous for engine devices
moving from location to location (from one emissions standard to
another emissions standard). If tampering occurs so the sensor does
not sense the fuel quality and the system determines that the
engine is in an unregulated region, then the system does not modify
engine operation, without any effect on the operator. Further, if
no tampering occurs, but the engine senses a low fuel quality, i.e.
high level of a fuel constituent related to emissions, for example
sulfur, and also determines the engine to be in an unregulated
region, then the control system and method automatically modifies
engine operation to protect the engine or control performance
thereby permitting or enhancing engine operation in the unregulated
areas. This automatic control of engine operation increases the
value of the engine device in the marketplace by allowing the
engine devices to be transported to other locations and used in
both unregulated regions and also whenever the actual fuel
satisfies a predetermined quality level, without damage to engine
systems such as EGR, while minimising costs associated with exhaust
aftertreatment systems, and while improving performance of the
engine.
[0020] Referring to FIGS. 2 and 3, exemplary embodiments include an
engine control system 45 including a fuel quality sensor 60 to
detect a quality of the fuel, in the engine, related to the level
of emissions produced upon combustion of the fuel and a geographic
location or navigation device 65 to determine the geographic
location of the engine device 35, and thus engine 40. Using the
feel quality and the geographic location, the engine control system
45 can enable or disable an engine algorithm to improve performance
of, and/or protect, engine 40.
[0021] Turning now to FIG. 2, there is shown a high level diagram,
showing the use of the system and method, of exemplary embodiments
with a bulldozer as an engine device 35. The system and method may
be used, however, with any type of engine device 35 having an
internal combustion engine capable of combusting fuel, including
any movable machine or equipment, truck, bus, automobile,
locomotive, construction and industrial equipment, portable or
movable generator, and marine vessel. The engine device 35 includes
an engine 40 and an engine control system 45. In an exemplary
embodiment, engine 40 is a diesel engine; however, it should be
appreciated that engine 40 may be any internal combustion engine.
The engine 40 may be coupled to a fuel tank (not shown), for
example, a typical tank mounted on engine device 35, containing
fuel supplied from a fueling station or fueling truck. The present
disclosure is not limited to any specific fuel and thus may be
applicable to diesel fuel, gasoline, E15 fuel, E20 fuel, E85 fuel,
hybrid vehicles, ethanol, biofuels, methanol or any other type or
source of fuel used in connection with an internal combustion
engine. For example, the fuel may be ultra low sulfur diesel fuel,
having about 10 to 50 ppm sulfur content obtained from a first
fueling station 50, or may contain a diesel fuel having greater
than 50 ppm sulfur content, obtained from a second fueling station
55. The present disclosure also includes any combination of fuels,
for example, resulting from refilling a partially empty tank with a
different, fuel than already in the tank.
[0022] It should be appreciated that the fuel, and the fuel quality
is illustrative of only one embodiment of the present disclosure
and the fuel may vary depending on the engine 40, the availability
of certain fuels in a particular geographic location, and/or
emissions standards. The present disclosure is intended to cover
multiple fuels having different levels of a fuel constituent
related to emissions, i.e. sulfur, and the ranges shown are merely
illustrative of one non-limiting embodiment of the present
disclosure. For example, fueling stations 50, 55 may alternatively
be illustrative of gasoline having ten or twenty percent ethanol or
gasoline having E85 fuel. Various configurations are possible and
within the scope of the present disclosure.
[0023] It should be appreciated that the first and the second
fueling stations 50, 55 may be disposed in different geographic
locations, for example, in a first country or region, such as
Germany in Europe 10, that mandates ultra low sulfur diesel fuel,
and a second country or region having no requirement, such as for
example Brazil 25 as discussed in FIG. 1. Preferably, the engine
control system 45 is operable to control operation of the the
engine, for example, by engaging or disengaging engine control
features, such as by activating and/or deactivating engine control
algorithms, to optimize the operation of engine 40 to accommodate
fuel from either the first or the second fueling stations 50, 55.
The present disclosure may be implemented partly on a computer
system. The engine control system 45 may include the engine's ECU
95, or may be in the form of a second control unit or module
different from ECU 95.
[0024] Engine 40 also includes a fuel quality sensor 60 mounted on
the engine to detect the quality of the fuel contained in engine
40. The fuel quality sensor 60 functions to determine, e.g. detect,
sense, or measure, the quality of the fuel by preferably
determining the level of at least one emissions related constituent
in the fuel in the engine or in the exhaust from combustion of the
fuel in the engine, or an emissions related parameter or
characteristic of the fuel in the engine. The fuel constituent or
characteristic may directly relate to fuel quality or may
indirectly correlate to fuel quality so that fuel quality can be
determined, for example, by calculation. In a one exemplary
embodiment, fuel quality sensor 60 detects the amount of a
constituent in the fuel or in the exhaust, such as sulfur, which
directly relates to the emission produced upon combustion of the
fuel in the engine. Thus, in one embodiment, the fuel sensor 60 may
comprise a sulfur sensor adapted, to sense the amount of sulfur in
the fuel present in the engine or the sulfur dioxide present in the
exhaust resulting from the combustion of the fuel in the engine. In
one embodiment the sulfur sensor 60 uses ultraviolet measurement of
the combustion of the fuel. The measurement is conducted on a
specific wavelength to determine the sulfur dioxide emitted which
correlates to the sulfur in the fuel. The method for this is ASTM
54, 53 and one tool may be the sensor or analyzer machines offered
by Antek Instruments, Inc. The fuel quality sensor 60 may be of the
type capable of directly sensing sulfur in the liquid fuel, e.g.
combusting a fuel sample from the fuel supply system to measure
sulfur, or determining sulfur content of the fuel by measuring a
constituent, such as sulfur dioxide, in the engine exhaust. The
sensor device may connect to the fuel tank or fuel supply lines, or
the engine exhaust, and automatically, continuously or periodically
sample the fuel and determine sulfur content. Alternatively, the
sensor device may periodically sample the fuel or exhaust, and
determine sulfur content, upon initiation by a switch triggered
upon filling/refilling of the fuel supply tank or some other event.
Preferably, the fuel quality sensor 60 generates an output signal
representative of the quality of the fuel, i.e. sulfur level, to
ECU 95 as discussed herein.
[0025] The system 30 also includes a geographic location device 65,
which preferably is a Global Positioning System receiver 70 that
receives at least one signal 72 from a Global Positioning Satellite
75, "GPS" is a shorthand name for Global Positioning System, a
system of satellites, computers, and receivers that is able to
determine the latitude and longitude of a receiver 70 on land and
sea by calculating the time difference for signals 72 from
different satellites 75 to reach the receiver 70. GPS 70 and
satellites 75 are well known in the art.
[0026] Developed and operated by the U.S. Defense Department, GPS
is a radio-navigation system consisting of a 24-satellite
constellation. Using precise location, and timing signals emitted
by these satellites, GPS permits land, sea and airborne users to
determine their three-dimensional position, velocity and time
twenty four hours a day, in all weather. The instant GPS system is
operable to obtain positional information anywhere in the world,
providing location with a precision and accuracy far better than
any other radio navigation system. Preferably, using the signals 72
received by the GPS receiver 70, the precise and accurate location
of the engine device 35, in longitude and latitude, may be
determined. The GPS receiver 70 preferably includes an antenna 70a,
a wireless signal transmitter 70b, an identification memory 70c,
and signal processing chipset 70e that are all coupled, to a power
source 70d. The chipset 70e preferably includes a unique code that
identifies the specific receiver 70.
[0027] Alternatively, system 30 preferably may be manufactured,
using other navigation devices 65, such as, for example, EGNOS,
Galileo, or Euridis satellite navigation. For example, the system
30 may alternatively infer the position of the engine device 35
using a mobile telephone network. System 30 may obtain an intensity
reading and a direction, of a radiofrequency signal emitted from a
mobile communication device to a mobile communication base station
or tower as is known in the art. Using the intensity and direction
of the signal with the known location of the mobile communication
tower in a software program, the system 30 can infer the location
of the engine device 35. Still in another alternative embodiment,
the system 30 may include an electronic compass to determine a
location of the engine device 35. Further, the engine device 35 may
alternatively detect positional information as the engine device
passes through a toll gate or fueling station.
[0028] Turning now to FIG. 3, there is shown engine control system
45 (which is part of engine 40) including GPS receiver 70, an
engine control unit (ECU) 95, and fuel quality sensor 60. ECU 95
includes a processor and a database 80 (FIG. 2). Engine control
system 45 receives a fuel quality signal from sensor 60 and a GPS
signal from receiver 70 indicative of a position of the engine
device 35. In real time, and accesses database 80 which includes an
updatable lookup table. Control system 45 then accesses the lookup
table to identify the current emissions standard for the real time
location and provides a signal representative of the current
emissions standard. For example, the signal may indicate the
current emissions standards such as the maximum amount of sulfur
permitted in the diesel fuel for that geographic location and/or
simply whether the current real time region is unregulated or
regulated and/or whether the region requires ultra low sulfur
diesel fuel or another category of diesel fuel that includes a
relatively higher sulfur content.
[0029] Fuel quality sensor 60 is mounted on the engine 40 in an
appropriate location to detect the quality characteristic of the
fuel in the engine, or the exhaust from combustion of the fuel. For
example, fuel sensor 60 may be mounted on or in the fuel tank, in a
suction or discharge line from the fuel pump, or at any other
location in the fuel system, whereas an exhaust sensor may be
mounted along an exhaust system 300, such as in the exhaust
manifold. Sensor 60 detects the characteristic of the fuel or
exhaust indicative of quality, i.e., an emissions related fuel,
constituent such as sulfur, and provides a signal to the ECU 95.
ECU 95 then determines whether the fuel is the correct fuel based
on a geographic location of engine 40 detected by GPS 70 and the
applicable emissions standard.
[0030] Turning now to FIG. 4, there is shown a method or process
110 according to the present disclosure to modify operation of
engine 40 based on emissions related fuel quality and the
geographic location of engine 40. Turning now to step 115, method
110 commences and passes to step 120. At step 120, method 110
detects actual fuel quality, e.g., using sensor 60, of the fuel in
the engine device and outputs a signal representing the actual fuel
quality, e.g. sulfur content, to ECU 95 at step 125. At step 128,
method 110 determines whether the actual fuel quality is less than,
i.e. the sulfur content greater than, a predetermined fuel quality
value, i.e., predetermined sulfur content value. The predetermined
fuel quality value may be any value representing a desired level of
fuel quality, such as a particular maximum sulfur content. For
example, the predetermined sulfur content value may be the most
common sulfur limit of regions throughout the world. Alternatively,
if the answer to the query in step 128 is "NO", then the method
returns to step 120. Thus the use of sufficiently low sulfur fuel
in engine 40 does not justify action to be taken, i.e. modification
or control of engine operation. If however the answer to the query
in step 128 is "YES", then the method proceeds to step 130 where
the geographic location of engine 40 is detected using GPS receiver
70. That is, method 110 recognizes that if engine 40 is using fuel
having low quality, i.e. a sulfur content above a predetermined
level, that is, at an unacceptably high level, then changes to
engine operation may be desirable, depending on the engine's
location.
[0031] Next, if the fuel, quality is below a predetermined
standard, then at step 135, method 110 queries whether the
geographic location of engine 40 has emissions regulations, i.e.,
whether the location is an emissions regulated region/location or
an emissions unregulated region/location. If the answer is "YES"
and thus the fuel quality, i.e. sulfur content, of the fuel is
regulated in the region where the engine is located, then method
110 moves to step 140. For example, the latitude: 48.6908333333 and
longitude: 9.14055555556 (48.degree. 41'27'' N /9.degree. 8'26'' E)
is located in Europe. ECU 95, for example, accesses a look up table
in the database 80 using this location information, from GPS
receiver 70 and determines that engine 40 is in a sulfur regulated
region. Since the region is an emissions regulated region, the
method does not modify engine operation. Method 110 then passes
control back to step 115 or 120. If method 110 determines that the
engine location does not have emissions regulations, then control
passes to step 170 where engine control system 45 modifies engine
operation to achieve a particular objective such as improving
engine performance and/or protecting an engine component or
subsystem, such as an exhaust aftertreatrment system 310. After
step 170, control then returns to step 115 or 120.
[0032] An emissions regulated region typically includes fuel
regulations defining the quality of fuel that most be used in the
region, e.g. limits on the amount of certain fuel constituents,
such as sulfur, as part of the effort to minimize emissions. In
addition, some of the components needed on the
engine/aftertreatment system to meet these emissions limits, need
the lower sulfur content fuel for proper operation. Therefore,
modifying engine operation in step 170 to, for example, improve
engine performance or protect an engine subsystem, while possibly
increasing emissions, is not permitted by the method/system. Of
course, the conventional engine diagnostic system may operate to
entice the engine operator to correct the emissions violation by,
for example, using a visual indicator, such as a dashboard light,
and/or derating the engine by reducing power output.
[0033] However, on the other hand, when engine 40 is located in an
unregulated region, that is, without, or with less restrictive,
emissions regulations, then engine operation may be modified or
controlled to enhance engine performance and/or protect engine
components, even though such control may increase engine emissions.
It should be noted that the method/system of the exemplary
embodiment may define an unregulated region as including a
regulated region having a maximum emissions related constituent
limit, i.e., sulfur limit, above a predetermined high level, such
as a level that would not likely be exceeded even with a
modification to engine operation as discussed herein.
[0034] In the exemplary embodiment, modification or control of the
operation of engine 40 by engine control system 45 includes, for
example, deactivating the engine's exhaust gas recirculation (EGR)
system 320 and/or the exhaust aftertreatment system 310.
Specifically, an EGR system does not function properly and may be
damaged when exposed to emissions from the combustion of fuel
containing a high amount of sulfur. Therefore, when high sulfur
fuel is detected in an engine located in an unregulated region, the
EGR system is disabled to protect the EGR system from damage. Also,
exhaust aftertreatment systems may not be desirable in unregulated
areas and may be disabled to save costs. Of course, other engine
systems and controls may be modified or controlled to vary engine
operation based on the quality of the fuel and the engine's
location. For example, any one or more of the following may be
performed; control of the flow of the engine exhaust to an air
cooler, activating or deactivating certain valves, modifying the
timing of the opening and closing of the intake and exhaust valves,
activating or deactivating diagnostic devices, activating or
deactivating warning systems to, for example, alert the operator to
take some action such as remove a part and replace with another
part, activating or deactivating diagnostic trouble codes,
modifying operation of one or more spark plugs, modifying operation
of fuel injectors, modifying operation of engine timing algorithms,
or any other power rotated parameters of the engine 40. Indication
of the modification of engine operation may be provided by an
indicator 82 (FIG. 2) and may be any audible signal and/or a visual
signal. For example, in engine device 35, a dashboard light or
display may flash or light up to notify the operator.
[0035] By deactivating certain emissions diagnostics when fuel
quality is low in an unregulated region, the method 110 and system
30 prevents undesirable enticing functions from being activated,
such as derating the engine, thereby reducing the likelihood that
users will tamper with or attempt to disable engine sensors,
systems and components in an attempt to achieve desirable engine
operation.
[0036] Turning now to FIG. 5, there is shown a method 200 of
controlling an engine based on the level or amount of sulfur in the
fuel present in the engine and the geographic location of the
engine. Turning now to step 215, the method 200 commences and
passes to step 220. At step 220, the method 200 detects the actual
sulfur content in the fuel being used in the engine and outputs a
signal indicative of or corresponding to the sulfur content to the
processor 95 at step 225. For example, the sulfur content in the
fuel can be directly detected by sensor 60. At step 230, the method
200 detects a geographic location, i.e. longitude and latitude, of
the engine using the global positioning system receiver 70 of
navigation system 65.
[0037] The method then proceeds to step 232 where the system
determines whether the location, has a sulfur regulation. If the
engine is located in an emissions regulated region, country or
area, and therefore has regulated sulfur limits for fuel used in
that area, the method proceeds to step 235. In step 235, the method
200 accesses the acceptable sulfur limit for diesel fuel for the
region in which the engine 40 is located. As mentioned previously
above, the Tier 5 emissions standards require diesel fuel having
about 10 ppm sulfur content or less in Europe. In other regions,
such as Brazil or China, the sulfur content of the diesel fuel can
be relatively higher and ultra low sulfur diesel fuel may not be
readily available. Database 80 may also be periodically updated via
wireless interface 105 or network connection to have the most
current emissions standards based on the geographic region.
[0038] At step 240, the actual sulfur content of the diesel fuel
being used in the engine is compared with the location's acceptable
sulfur limit for the emissions standard. Control passes to step 250
where a decision is reached as to whether the actual sulfur content
is acceptable based on the emissions standard for the location of
the engine 40. If, at step 250, the diesel fuel, being used in the
engine has an acceptable sulfur content, i.e. equal to or less than
the sulfur content limit for the current engine location, then
control of the method 200 returns to step 220.
[0039] If at step 250, the diesel fuel being used in the engine has
an actual sulfur content that is not acceptable, i.e. greater than
the region's regulated sulfur limit then control of the method 200
passes to step 270 where compliance actions are taken by the engine
control system to entice the operator to comply, such as providing
a noncompliance indication to the engine operator via for example a
light on the operator panel, limiting the engine power (derating)
by, for example, controlling fuel control valve(s), etc. Control
then passes back to step 220.
[0040] In step 232, if the engine location, does not have a sulfur
regulated limit control then passes to step 280 where the system
assigns a predetermined sulfur limit value such as the sulfur limit
of the regulated region closest to the location of the engine, the
highest regulated limit of surrounding regions, or any other value.
The method then proceeds to step 285 where it is determined whether
the actual sulfur content of the fuel used in the engine is greater
than the assigned predetermined value. If the actual sulfur content
value is less then, or not greater than, the assigned predetermined
sulfur limit value, then control returns to step 220. However, if
the actual sulfur content of the fuel being used in the engine is
greater than the assigned predetermined value, then the method
moves to step 290 to modify operation of the engine to protect an
engine subsystem or component which may be adversely affected by
the high sulfur content, or modify operation of the engine to
improve performance of the engine regardless of emissions. For
example, if the exhaust aftertreatment system is disabled, thermal
management of its components would not be needed, which could
improve fuel economy. Or, if the exhaust aftertreatrnent system
included selective catalytic reduction (SCR) and the SCR system is
disabled, diesel exhaust fluid (DEF) would no longer be needed. By
conducting steps 232, 280 and 285, the method avoids engine control
measures, such as deactivating an EGR or an aftertreatment system,
when the location does not have sulfur regulation and the sulfur of
the fuel being used is sufficiently low so as not adversely affect
an EGR or aftertreatment system. In another possible aspect of the
invention, even if the engine is in an unregulated area, the system
and method may determine that the fuel being used has sufficiently
low sulfur diesel e.g. greater than the assigned predetermined
value but less than a level that may cause damage to the exhaust
aftertreatment system such as 500 ppm, to permit operation of the
exhaust aftertreatment system. In either case, the next logistical
step is to give the operator the option to enable or disable. As an
example, assuming the aftertreatment system contains an SCR system,
deactivating the aftertreatment system would eliminate the need for
DEF during operation, which may be desirable to some operators in
those regions. In another variation, the assigned predetermined
value in step 280 could be the sulfur limit for the exhaust
aftertreatment system.
[0041] In yet a further embodiment of the present disclosure, the
global positioning system receiver 70 of FIG. 2 may assist the user
with finding a fueling station having fuel with a level of sulfur
meeting the location's sulfur standards. This may be accomplished
by determining the location of engine 40 and then processor 95
accessing the database and memory 80 to determine whether a
specific fuel is available in a specific geographic region close
by. As noted above, database 80 may be updated periodically, via a
wireless interface or during service events, to have the most
current information on fuel type availability and location. The
controller 95 may output a signal to the indicator 82 to provide
information to the operator regarding the location of the fueling
station 50. For example, the database 80 may have a lookup table of
the availability of a fueling station 50 that supplies or sells
ultra low sulfur diesel fuel with 10-50 ppm sulfur content and may
communicate the fueling station 50 location and distance
information to the operator. Alternatively, the database 80 may
access the lookup table and determine that a fueling station 50
that has ultra low sulfur diesel fuel with 10-50 ppm sulfur content
is not available and may communicate the unavailability to the
operator.
[0042] As noted above, the system and method consistent with the
claimed invention may modify engine operation by disabling an
exhaust aftertreatment system when the fuel being used by the
engine is of a low quality, i.e. contains a higher than acceptable
level of an emissions related constituent, such as sulfur, and the
engine is located in an area that is unregulated. Referring to FIG.
3, the engine 40 includes an exhaust system 300 which may include
an exhaust aftertreatment system 310. For example, selective
catalytic reduction (SCR) is a means of converting nitrogen oxides,
also referred to as NO.sub.x with the aid of a catalyst into
diatomic nitrogen, N2, and water, H2O. A diesel exhaust fluid such
as a gaseous reductant or dosing reagent, typically anhydrous
ammonia, aqueous ammonia or urea, is added to a stream of flue or
exhaust gas and is absorbed onto a catalyst. Carbon dioxide,
CO.sub.2 is a reaction product when urea is used as the reductant.
For example, urea may be introduced to seduce pollutants; however
the urea is expensive and adds to the overall expense of operating
the engine 40. In other jurisdictions, selective catalytic
reduction is not required and an operator of the engine 40 is under
no requirement to use the selective catalytic reduction method,
such as, for example, in Africa. However, if a urea is not added
certain diagnostic devices may be activated even though the exact
cause of the problem is not indicated. The system and method
consistent urn the claimed invention avoids the costs associated
with a reductant by disabling the aftertreatment system when low
emissions are not required.
[0043] FIG. 5 illustrates another method 500 consistent with the
claimed invention and performed by the system which includes the
step 502 of detecting a quality of the fuel related to emissions
by, for example, using sensor 60 to detect so emissions related
constituent, such as sulfur, in the fuel actually present in the
engine. The method then proceeds to step 504 wherein the sensor 60
outputs a signal indicative of the fuel quality, i.e. sulfur
content. ECU 95 processes the fuel quality signal to determine
whether operation of the engine should be modified based on the
signal. For example, in step 506, ECU 95 may compare the detected
sulfur level of the fuel in the engine to a predetermined sulfur
level, and modify some aspect of engine operation (step 508) only
if the detected level is greater than the predetermined fuel
quality, i.e. sulfur level. Alternatively, in step 506, the query
may be whether the detected fuel quality, i.e. sulfur level, is
less than the predetermined fuel quality, i.e. predetermined sulfur
level. ECU 95 may generate and transmit appropriate control signals
to modify operation of various engine components and systems as
discussed hereinabove to improve performance of the engine when
operating on the fuel having the particular detected quality, or to
protect the engine components or systems such as exhaust
aftertreatrnent systems. For example, since EGR systems may be
damaged by the emissions resulting from combustion of high sulfur
fuel, ECU 95 may generate a control signal disabling the EGR
system.
[0044] In each of the embodiments described above, multiple
constituent thresholds or levels may be used to determine the
whether to control engine operation and what engine components to
control. For example, the levels could be viewed as creating ranges
or buckets, such as less than 50 ppm, 50-500 ppm, and greater than
500, that demand different modification, if any, to engine
operation. For example, the exhaust gas recirculation system and
the selective catalytic reduction system with urea dosing have
different tolerance levels to sulfur in fuel. For example, SCR
should be more tolerant. In this case, in one possible
implementation, if the sulfur level (ppm) is below x (e.g. 50 ppm),
no action would be taken. If the sulfur level is between x and y
(e.g. 30-500 ppm), the exhaust gas recirculation system operation
is modified or deactivated. Then, if the sulfur level is greater
than y (e.g. 500 ppm), operation of the exhaust gas recirculation
system and the selective catalytic reduction system is modified or
deactivated.
[0045] Generally, in operation, the computer system, operable with
that method shown in the preceding figures is controlled by an
operating system. Typical examples of operating systems are MS-DOS
and various versions of systems offered by Microsoft Corporation,
or Solaris and SunOS from Sun Microsystems, Inc., or the Apple OSX
from Apple Corporation. As the computer system operates, input such
as input search data, database record data, programs and commands,
received from users or other processing systems, are stored on
storage device. Certain commands cause the processor to retrieve
and execute the stored programs. The programs executing on the
processor may obtain more data from the same or a different input
device, such as a network connection. The programs may also access
data in a database for example, and commands and other input data
may cause the processor to index, search and perform other
operations on the database in relation to other input data. Data
may be generated which is sent to the output device for display to
the user or for transmission to another computer system or device.
Typical examples of the computer system are personal computers and
workstations, hand-held computers, dedicated computers designed for
a specific purpose, and large main frame computers suited for use
many users. The present invention is not limited to being
implemented on any specific type of computer system or data
processing device.
[0046] It is noted that the present invention may also be
implemented in hardware or circuitry which embodies the logic and
processing disclosed herein, or alternatively, the present
invention may be implemented in software in the form of a computer
program stored on a computer readable medium such as a storage
device. In the later case, the present invention in the form of
computer program logic and executable instructions is read and
executed by the processor and instructs the computer system to
perform the functionality disclosed as the invention herein. If the
present invention is embodied as a computer program, the computer
program logic is not limited to being implemented in any specific
programming language. For example, commonly used programming
languages such, as C, C++, JAVA as well as others may be used to
implement the logic and functionality of the present invention.
Furthermore, the subject matter of the present invention is not
limited to currently existing computer processing devices or
programming languages, but rather, is meant to be able to be
implemented in many different types of environments in both
hardware and software.
[0047] Furthermore, combinations of embodiments of the invention
may be divided into specific functions and implemented on different
individual computer processing devices and systems which may be
interconnected to communicate and interact with each other.
Dividing up the functionality of the invention between several
different computers is meant to be covered within the scope of the
invention.
[0048] While this invention has been particularly shown and
described with references to an exemplary embodiment thereof, it
will be understood by those skilled in the art that is made therein
without departing from the spirit and scope of the invention as
defined by the following claims.
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